Compressor control mechanism



July 1950 I w. H. WINEMAN v i Re. 23,246 v COMPRESSOR CONTROL MECHANISM Original Filed Dec. 9, I944 4 Sheets-Sheet l Edy].

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COMPRESSOR CONTROL MECHANISM Original Filed Dc. 9, 1944 j-iSheets-Shet 2 [22%22202 99 98 Y6 Wade flifizzemrm.

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July 4, 1950 w. H. WINEMAN coiaPREssoR CONTROL MECHANISM 4 Sheets-Sheet 3 Original Fiied Dec.

mu Z flu I 2 M04612 y fi -74 Reissued July 4, 1950 COIVIPR-ESSOR CONTROL MECHANISM Wade II. Wineman, Michigan City, Ind., assignor to Joy Manufacturing Company, a corporation of Pennsylvania Original No. 2,454,363,

Serial No. 567,410, D

dated November 23, 1948,

ecember 9, 1944. Application for reissue November 16, 1949, Serial No.

22 Claims. (Cl. 230) Matter enclosed in heavy brackets appears in the original patent but forms no part of this reissue specification; matter printed in italics indicates the additions made by reissue My invention relates to mechanisms for regulating the operation of compressors, and more particularly to mechanisms for regulating the speed of a driving motor for a compressor in accordance with the demand for compressed fluid.

In compressor systems in which a compressor is driven by an internal combustion engine for delivering compressed fluid to a receiving tank, it is customary to provide means which is responsive to the pressures in the tank for controlling the flow of pressure fluid relative to an unloading mechanism and for regulating the supply of operating fluid to the engine. When the receiver pressurereaches a maximum desired value, the pressure responsive means operates to supply pressure fluid to the unloading mechanism for effecting an operation of the latter to unload the compressor and, at the same time, reduces the supply of operating fluid to the engine so that it runs at an idling speed. On reduction of the receiver pressure to a predetermined lower value, the pressure responsive means operates to increase the supply of operating fluid to the engine and to vent the unloading mechanism, the venting of the unloading mechanism being such that the compressor is reloaded after the driving engine has been brought up to speed. If the driving engine is permitted to operate at maximum speed at all times when the compressor is loaded, there will be, under certain conditions of demand, for pressure fluid, a frequent unloading and reloading of the compressor, with changes in the engine speed between maximum and minimum. This results in an inefflcient operation of the compressor system and in a rapid wearing of its parts. In order that there may be an unloading of the compressor less frequently, there should be provided means for reducing gradually the supply of operating fluid to the engine as the pressure in tre receiver increases through a predetermined range. To prevent the receiver pressure from dropping below minimum values when the demand for compressed fluid is at a maximum, the pressure point at which the means starts to reduce the engine speed should be somewhat above the minimum desired receiver pressure. The upper point of the range may be at any higher value and is desirably adjusted to a value somewhat below the pressure at which unloading takes place.

An object of my invention is to provide an improved speed regulating mechanism for a fluid compressor. Another object of my inven tion is to provide an improved mechanism for regulating the speed of a compressqr in 3960mance with its discharge pressure. Still another object is to provide improved means for regulating the supply of operating fluid to a driving engine for a fluid compressor. Yet another object is to provide improved regulating means for reducing gradually the supply of operating fluid to a driving engine as the compressor discharge pressure increases through a predetermined range. Another object is to provide improved regulating means for progressively reducing the supply of operating fluid to a driving engine as a compressor driven thereby operates loaded and its discharge pressure increases between predetermined values, and operating at a pressure exceeding the higher of said predetermined values for reducing the supply of operating fluid to effect operation of the driving engine at an idling speed with the compressor unloaded. Still another object is to provide a speed regulating mechanism having a single element which is actuated by a plurality of pressure responsive devices for regulating the supply of operating fluid to an engine in an improved manner. These and other objects will appear more fully in the course of the following description:

In the accompanying drawings I have shown for purposes of illustration several forms which my invention may assume in practice.

In these drawings:

Fig. 1 is a side elevational view of an internal combustion engine having my improved regulating means in its preferred form associated therewith.

Fig. 2 is an enlarged vertical sectional view of the regulating mechanism shown in Fig. 1.

Fig. 3 is a horizontal sectional view taken on the plane of the line 33 of Fig. 2.

Fig. 4 is a central sectional view through the cylinder head and a portion of the cylinder of a compressor adapted to be'driven by the engine of Fig. 1.

Fig. 5 is a schematic diagram showing the regulating mechanism connected into the compressor control system.

Fig. 6 is an enlarged sectional view through a valve mechanism connected in the control system of Fig. 5.

Fig. 7 is a side elevational view of a Diesel engine having the improved regulating means of Figs. 1 to 3 associated therewith.

Fig. 8 is an enlarged vertical sectional view through a portion of the regulating means for the fuel pump of the Diesel engine and a servomotor for controlling the operation of the pump regulating means.

Fig. 9 is a schematic diagram showing the improved regulating :mechanism connectediinthe control system fora Diesel engineoperated compressor.

Figs. 10, 11 and 12 are central sectional views; showing modified forms of theregulating mechanism.

Referring to Figs. 1 to fi,"itrwillrabei notedfillhaty ter in accordance with pressures:ingacreceiver'zoff a compressor system. The internal combustion engine, generally designated i, has a, throttle.

valve 2 which is regulated by my improved'regulating mechanism; generally: designmtedcfr;

is provided at the upper side of the bore 4! with an opening: 50*throughwwhicir the lower-end of the control lever projects intothe slot: 49. A pin 52 pivotally connects the lower end of the icontrol lever to the plunger 48. A spring 53 acts between. the, plunger 48 and the plate 3| for holding the plunger normally in engagement with a pin 54' extending transversely through the'bore klaii The support member 46 is prothe engine has its'power: ShHift OWQtivGIY-"COHW" nected by means, not shown, to a compressor, one piston; 5 ot'whichris shown asreciprocable in. a bore B of a: compressor: cylinder 1. .It. will-Jot course'=b.e understoodi that;ether.- compresson pistonsywill normally: bea employedt Fluid: isadmitted-through anintakeapassage git and pasten inlet valve" 1:0: tor the cylinder DQ178116; where it is compiressedand discharged past adischarge valve: 12 t'ona: passages -l3:;-which iszconnectedby suitable-connections, not shown, to :ai'receiverr M; shown: in: Fig. 15'. The? cylinder "is; provided with: a' head member 'l52havingza-1chamber l5 which receives a piston t8: ca n'yingra plateportien- 19:; Rods 20' are connected to: the: platerportion 1.9- and" extend through openings in the cylinder head to engage the inlet valve m. for unseating the latterandeifeotingan unloading oi: the compressor when'the pistons? isr'subjectedi to fluid: The piston' l'tis'normal'l-y'held in its raised position by 'aaspring 2'2 :andris adapted to" be forced to itslower positiom against: the action I of the Spring 22 by pressure 1' fluid supplied te the chamber lt' througha conduit 242 The improved regulating: means *3 comprises a cylinder block 26' having aflange' portiom 21. which is adapted to beconnected to the: side ot the engine, as by bolts: Formedin the cylinder block is a bore 30 opening through 'one' end of the block and covered' at' its-open endby a cover plate 3|. Arranged in thebore 3.0 is a bellows device 32 which is connectedzat itsends, as by brazing, to the cover plate 3| 9411113140 a member 3-3 having a tongue portion 34 which is reciprocably received within a recess 35Jformed in the cylinder block 26at the inner end2 of'the bore 30. The member 334s provided'rwith a sleeve portion 36' which:projects axially through the bellows device 32 f'ora substantialdistance. Formed in the plate member 31-; an opening 31 through whichan elongated member-38 projects, and'the innerend oi this: member- 38; is provided with a portion 39 which isareciprocably received-within the; sileeveportion 3.6. The opening 31 provides" a: substantial: charancearound the member 33 whereby thecinterior of-the bellows device is "connected .in; free communication with the atmosphere; At the outer: endr'of. the member 38 there is an enlarged portion-:40. having an opening 4'|'-'throug'h:whichv a-1c0ntr01 lever 42 extends, and the.controllever is. pivotally connected to this i'enlarged portion; by.-a transverselt extendingipinfli. Gonnected to theouterside of the cover: plate 3.1 below the opening 31- is asupport member 46' having; abore 41 whichreciprocably receives a plungerlilse member 48. The plungerlike memberJB-isqslotted transversely at 49, and the support member 45 vided with an upwardly projecting portion havan ..o.pening,.55.through which a screw 56 is threaded to-a position where it is engageable by the-enlargedtend portion 40 of the elongated member 38. A look nut 51 is provided for holding, the screw 56 in its adjusted position. Pressure fluid is supplied continuously from the receiver; M throug h a conduit. Slate, the .bore 30 where it acts; :thebellows. desvioe 32Ja-nd tends to compress the latter. As the bellows device is compressedby the-pressure. fluid, the member .33 engages.--.the..inner end.of= the elongated member. 38; and; :moyes. thelatter .in. a. direction to swing the controLlever 42 about. the. pivot pin 52.

The cyl-inder. block 2.fi.is..provided.- with an upweirdly projecting portion. 62 havingan opening 53'; extendingv therethrough, and an elongated memberpli lghasone end fixed securely within the openingi: and.projects.forwardly from the portion ilwithits axissubstantially. parallel tov the of: thebore 30.- Slidably mounted on the memberyM-is a sleeveshap.ed, member 65..which is-.-closed..atits outer endand, ispivotally, connected by: alink B1 to. a. pin carried. bythe, control lever 42... Extending. longitudinally throughrthe member. 6415a passage. 1-0 for con.- ducting: pressure fluid to the.v interior. of the sleeveshaped member. 65 adjacent. its closedend. Threadedly; connected to. theouter. end of the member.- M-isahead piecell clamp ng a packing lZhrpositiOnto, prevent. the escape of fluid. longitudinally along the inner: wall. of. the. sleeveshaped member 65.

Fixed to. one end of the. cylinder block 26' is. a rod-like member having anupwardly bent portion; 515, ,and. aspring 16,.has .one of its. ends en gageablewithtatoothed. section I! of the control lever-Aland. its other end connected. to. a. screw 18 which-extendsithrough an opening in. the up.- wardly bentportion15i A nut 19 is threaded .on thesouteis end of the screw. "Land engages the rod portion 15' for. holdingpthe spring. 16 in its adi stedposition. v

' Thee upperrend. of the'control lever 42 is provided withanopening '80, and a rod 3|, connected atone'end to an arm.82- attached to the throttle valve 2; extends: freely through the opening. 811 and; has-a nut 83' threaded. on. itsouter end for preventingrrelease of the rod-Bl from the control lever M1. Fixedto therod-M is-a sleeve member 84', 'and*a+spring 85racts-between this sleeve member and' the control lever 42 so that movements of the control lever in a: clockwise direction, as shown in-Fig. 1, operate through the spring 85 for moving the throttle valve 2 a closin'g'direction; Movement of the-control lever 42 "by the supply of pressuregfluid to'the'interior of' the sleeve 55 is limited, as shown-in Fig. 3; by an abutment pin 86 which is engageable by a projecting boss portion 8| formed on the. sleeve member 652 In order that the. regulatingmechanism'may be locked many desired position, there is provided a member 88 threaded throughopenings in the boss portion.8.1. andthesleeve member. 65 toengage the member 64. An operating handle 8315' provided for manually adjusting the member 89 into its clamped and released positions.

As shown in Fig. 5, the receiver I4 is connected by a conduit 90 to a pilot valve 9! of a well-known type which operates at a predetermined maximum pressure for connecting the conduit 99 in communication with a conduit 92, and which operates at a predetermined lower pressure for connecting the conduit 92 in communication with the atmosphere. The conduit 92 is connected to conduits 93 and 94 communicating respectively with the passage Ill extending through the member 64 and with a valve casing 95. The valve casing 95, as shown in Fig. 6. is provided with a passage 96 connecting the conduit 94 in communication with the interior of the casing past a ball valve 98 which :is yieldably held in its closed position by a spring 99. A passage I90 also connects the conduit 94 in communication with the interior of the casing, and an adjustable member Illl is provided for restricting the flow of fluid through the passage I99. The interior of the easing is connected by a conduit H12 in communication with the conduit 24 leading to the plunger ll! of the compressor unloading mechanism. As shown in the diagram of Fig. 5, two conduits 24 are provided leading to compressor unloading mechanisms, the compressor in this case having two cylinders. Of course, in practice, this number would usually be exceeded.

The point at which the speed regulating mechanism starts to slow down the engine is determined by the [tension on] resistance to movement of the lever 42 exerted by the spring 16, this being adjusted by varying the position of the spring on the toothed portion of the lever 42 and by regulating the nut 19 until operation is obtained at the desired pressure. The compressor may be driven at a maximum speed, say 1200 R. P. M., until, say, a pressure of 90 pounds is reached, this being the pressure at which it is proposed that the spring 16 be adjusted to commence to yield to the force exerted on the lever 42 by the bellows device 32. As the receiver pressure continues to increase, the bellows device will be compressed and cause the control lever 42 to swing about the pivot pin 52 and move the rod 8! in a direction to close the throttle valve 2. The characteristics and adjustment of the spring may also desirably be made such that under the conditions selected for purposes of illustration, the control lever 42 will be moved, on an increase in receiver pressure to 95 pounds, to a point where the throttle valve will be sufficiently [restricted] closed to reduce the speed of the engine to, say, approximately 800 R. P. M. The screw 55 is so adjusted that it is engaged by the outer end of the elongated member 38 just as the receiver pressure of 95 pounds is reached. The control lever 42 will then be held by the screw 55 against further movement bythe bellows device 32 in a direction to restrict the supply of operating fluid to the engine, and the engine will continue to operate at approximately 800 R. P. M. even though the receiver pressure may slightly increase. When the receiver pressure increases to the maximum desired value, say 100 pounds, the pilot valve 91 operates to supply pressure fluid from the receiver through the conduits 99, 92, 93 and the passage H! to the inner end of the sleeve member 55. The pressure fluid acting on the sleeve member 65 causes the latter to move outwardly and swing the control lever 42 about the pivot pin 44 in a direction to restrict further the supply of actuating fluid to the internal comiii) 'ceiver pressure.

bustlon engine. The abutment pin 86 is desirably adjusted, under the conditions selected for purposes of illustration, to limit the outward movement of the sleeve member 65 to a point where the restriction by the throttle valve 2 is such that the engine is reduced to an idling speed of 450 R. P. M. As the control lever swings about the pivot pin 44, the lower end of the control lever will swing to the left[, as shown] in Fig. 2, and move the plunger 49 against the action of the spring 53. At the same time that the pressure fluid flows from the conduit 92 to the conduit 93, it also flows to the conduit 94 and is conducted to the valve mechanism 95 where it acts to unseat the ball valve 98. The fluid flows freely past the ball valve to the conduit I92 which conducts it to the conduits 24 communicating with the unloading mechanisms for the compressor cylinders.

It will be seen that the compressor will be immediately unloaded and will continue to be driven unloaded at an idling speed as long as pilot valve 9| remains in its open position. When the receiver pressure drops to a predetermined lower value, for instance 95 pounds, the pilot valve operates to vent the conduit 92 to atmosphere. Pressure fluid then escapes immediately from the interior of the sleeve member 65 and the spring 16 swings the control lever about the pivot pin 44 until the plunger 48 at the lower end of the control lever is moved into engagement with the pin 54. The bellows device 32 is held. compressed by the 95 pounds pressure so that the outer end of the member 33 continues to engage the pin [541 56 and holds the control lever against swinging movement about the pin 52. The position of the control lever at this time is such that the engine speed is increased to 800 R. P. M. The escape of fluid from the unloading mechanism is restricted since the ball valve 98 moves to its closed position and the pressure fluid can escape only through the passage I09 to the conduit 94. By the time the pressure fluid has escaped from the unloading mechanisms and the compressor cylinders have been reloaded, the driving engine will already have increased to 899 R. P. M. and will continue to drive the compressor loaded at this speed unles there is a further drop in re- If the receiver pressure continues to drop, the reduction of pressure on the bellows device 32 will result in a swinging of the control lever about the pin 52 in a direction to open further the throttle valve 2 and cause the engine to increase its speed.

In Figs. '7, 8, 9, there is shown a regulating mechanism, like that of Figs. 1 to 6, connected to a Diesel engine .l95 for controlling the supply of operating fluid to the latter.

The speed of Diesel engines is conventionally controlled by varying the quantity of fuel iny'ected by their fuel pumping means, and this variation is accomplished, through well known mechanism, by the opposite movements of a control element which a, speed responsive mechanism tends to move in one direction and whose movements in such direction are yielding 1y resisted. By controlling the yielding resistance-providing means to change the resistance it provides, the engine speed may be variably controlled.

The engine shown is provided with the usual fuel pump I96 having a conventional control mechanism which includes, as shown in Fig. 8, a control [rod] element Ill! with which a speed responsive mechanism (not shown) coacts and which such mechanism tends to move towards the left in Fig. 8. The left-hand end of the control [rod] elementis connected to the lower end of an arm I08 which is pivotally supported at its upper end by a pin I03 fixed to a casing IIO. A spring I I I is connectedat one end to the arm I08 between the ends of the latter and is connected at its other end to the lower end of a lever I I2 which is: pivotally supported between its ends by the casing IIO. In Fig. 8 the lever II 2 is shown in what may be called full-load position; and movements of the lever clockwise in'Fig. 8 effect a slowing down of the engine and compressor. Considerable force is required to swing the lever II2 about its pivotal mounting in a counter-clockwise direction and so there is provided a servomotor, generally designated II4, operatively connected to thelever H2 and controlled in its operation by the regulating mechanism 3.

The servomotor includes a cylinder member II5 having a bore II6 which slidably receives a piston II1 connected by a rod II8 to the upper end ofthe lever I I2. The piston is provided with an elongated annular groove I in its periphery, and pressure fluid is supplied to this annular groove by ahydraulic pump I2I arranged, as shown in Fig. 9, in the crankcase of the engine and connected by a-conduit I22 to a port I23 opening into the'bore II6 between the ends of the latter. The piston H1 is provided with an axial bore I24 and a radial passage I25 connecting the groove I20 to the bore I 24 at a point adjacent the inner end of the latter. Radial passages I28 and I29-open into the bore I24 at longitudinally spaced points and are connected by a passage I30 to the space within the bore H6 at the right-hand end of the piston .I I1. Slidably received within the bore I24 is a piston member I32 having a head portion I33 which is adapted to control the communication of the passages I25 and I28 with the bore I24. Formed in the piston member I32 is an annular groove I35 which is adapted to connect the passage I28 in communication with grooves I36 extending longitudinally in the outer periphery of the piston member to points where they communicate with the bore H6 at the left-hand end of the piston when the annular groove I35 communicates with the passage I28. The passages I25, I26 and I20 are so arranged that a movement of the piston member I32 to the left covers the passage I28 and uncovers the passage I25 permitting fluid to flow from the passage I25 to the bore I24 Where it enters the passage I29 and is conducted to the cylinder bore I I6 at the right-hand side of the piston. When the piston member I32 is moved to the right, the passage I25 is covered by the head portion I33 and the passage I28 is connected in communication with the annular groove I35 so that the space in the bore H6 at the righthand end of the piston is vented through the passages I30, I28, the annular groove I35, and the grooves I36 to the bore H6 at the left-hand end of the piston where it is drained away through a conduit I30 leading to the crankcase of the engine.

The piston member I32 is shown herein as forming a portion of a rod I40 which is connected, as shown in Fig. 7, to an arm I4I pivoted at I42 in any suitable way on a stationary axis. A manually controlled arm I43 is. movable to control the position of the arm MI and is securable by a nut I44 in different positions to limit the maximum speed of the unit if desired. Normally, however, the arm I43 remains in the position shown in Fig. '7, and the rod I40 is controlled exclusively by the regulating mechanism through the control lever 42 which is pivotally connected at I45 to the rod I40.-

The operation. of the regulatin mechanism is the same as that described above. As the control lever 42 swings in a clockwise direction, the rod I40 moves with the lever and positions the piston member I32 so that its portion I 33 covers the passage I 25 and uncovers the passage I28 connecting the latter to the groove I 35 so as to vent liquid from. the righthand end of the bore H6. The spring III then causes the arm II2 to swing about its pivotal support and move the piston II1 tov the right until the passage I28 is again covered bythe-piston portion I33 and the escape of fluid from the right-hand end of the cylinder bore is cut off. This swinging of the lever II2 reduces. the tension of the spring I II and so effects a slowing down of the Diesel engine, since the control [rod] element I01 can the more readily be moved to the left. When the control lever 42- swings in a counter-clockwise direction, the portion I33 of the piston member is moved to a position covering the passage I28 and uncovering the inner end of the passage I25 so that fluid flows under pressure from the groove I20 throughthe passage I25, the bore [I26] 124, and the passages I29 and I30 to the bore II 6 at the right-hand endof the piston where it acts on the latter to effect its movement in a direction to swing the lever II2 about itspivot for [reducing] increasing the supply of operating fluid to the engine.

-"In.F'ig. 10, there is shown a modification of the invention in which a control lever I is pivotally connected at its upper end to a rod I5I which may be connected directly to the throttle valve of aninternal combustion engine, as shown in Figs. 1 to 6, or to a servomotor which operates control means for a Diesel engine, as shown in Figs. 7 to 9. The lever I50 is pivotally connected at a point between its ends to a rod I52 having stepped portions I53 and I54 which are slidably supported by bushings I55 and I56 threadedly mounted in openings I51 and I56 formed in-upwardly projectin portions of a block I50. Connected to one end of the block I59 in alinement with the bushings I55 and I 56 is a casing I 60-containing a bellows device I6I which is connected, asbybrazing, vat one end to an annular plate member I62 clamped between the casing I60 and the block I50 and at its other end to a movable plate member I63. -The rod portion I 54 extends axially through the bellows device and is connected at its end to the plate member I63, as shown. A spring I64 surrounds the rod portion I54 and acts between the bushing I56 and the movable plate I63 for holding the bellows device normally expanded with the plate member I63 held in engagement with an adjustable bolt I=65 having a lock nut I66. Pressure fluid is supplied'continuously from the receiver through a conduit I68 to the space in the casing I60 surrounding the bellows device. Formed in the block I59 is a chamber I10 which is [enflclosed at one end by a cover plate "I, and arranged within the chamber I10 is a bellows device I12 which is connected, as .bybrazing, soldering, etc., at one end to the cover plate I1 I and at its other end to a movable plate I 13. Formed on the plate I13 is a, projecting portion I14 which extends through an openin I15 in a partition I16 separating the inner end of the chamber I10 from [a chamber] an opening I11. A spring I18 acts between the inner end of the chamber I 10 and the plate I1-3 for holding the bellows device I12 normally compressed. A pin I19 projects radially from the projecting portion I14 and is engageable with the partition I16 for limiting the compression of the bellows device I12. A conduit I80 is connected through an opening I8I in the cover plate I1I in communication with the interior of the bellows device I12 and supplies pressure fluid from a pilot valve, such as that shown in Fig. 5, to the interior of the bellows when the receiver pressure reaches a predetermined maximum value. Threaded into an opening in the block in alinement with the projecting portion I14 is a bolt l83 which is engageable by the projecting portion for limiting the expansion of the bellows device I12. The lower end of the lever I5!) is provided with several openings I85 for selectively receiving a pivot pin I86 to which one end of a pair of links I81 are connected. The other end of the links I81 are'operatively connected to the plate member I13 by reason of their pivotal connection to the opposite ends of the pin 179 carried by the projectin portion 174 on the plate 173.

It will be seen that the pressure fluid acting on the exterior of the bellows device IGI operates to compress the latter against the force of the spring I64 and to move therod I52 in a direction to swing the control lever about the pivot pin I86. The shoulder formed at the juncture of the stepped portions I53 and I54 of the rod I52 engages the bushing I55 and limits the swing of the lever I50 in va clockwise direction upon the pivot pin 186. The adjustment of the bushing I55 within the opening I51 therefore determines the minimum speed that may be obtained through the compression of the bellows device IBI. By adjusting the bushing I56 to vary the compression of the spring I64, the operationof the bellows device I6I may be obtained at any desired pressure. The adjustment of the bolt'I65 determines the distance that the control lever may be swung in a counterclockwise directionupon the pivot pin 186 and therefore the maximum speed of the driving. engine. After the receiver pressure has increased to the point where the rod I 52 is moved to its extreme right-hand position'for reducing the speed of the engine, no further change will take place until the receiver pressure has increased -to the point at which the pilot valve opens and supplies pressure fluid through the conduit I80 to the interior of the bellows device I12. On the supply of pressure fluid to the interior of this bellows, the plate member I13 is forced tothe left until its projectin portion I14 engages the bolt I83. The movement of theplate member I13 I to the left causes the links I81 to swing the lever I50 in a clockwise direction about its pivotal connection to the rod I52 and actuate the rod I5I to ehecta further slowing down of the engine to an idling speed.

In the form of the invention shown in Fig. 11 there is provided a cylinder member I90 havin a bore ISI which reciprocably receives a piston member I92. The cylinder I90 has an annular member I54 threaded into one of its ends and is provided at its otherend with a flared portion I95. A diaphragm I96 is clamped between the flared portion I95 and a cap I91, and reinforcing plates I98 are clamped to opposite sides of the diaphragm by a bolt I 99 having its head engageable with the piston I92. The cap I91 and the flared portion I95 form a chamber 200 which permits substantial movement of the diaphragm I95 and its reinforcing plates I98. Pressure fluid is suppliedcontinuously from-the receiver through a conduit 2M to the chamber 200 at the side of the diaphragm opposite the piston I92. A spring "204 acts between the piston I92 and the annular member I94 for resisting movement of thepiston by the diaphragm. The piston I92 is provided with axially projecting stepped portions 296 and 201, the portion 201 extending loosely through an annular member 208 which is threaded into the annular member I94. The shoulder 2H1 at the juncture or the stepped portions 266 and 201 is engageable with the member 208 for limiting movement of the piston I92 by the diaphragm I96. The piston I92 and its larger projecting portion 206 [is] are provided with anaxial bore 2I2 which slidably receives a piston 2 I3 having a piston rod 2 I4 which is slidably received within an opening 2I5 extending axially through the projecting portion 201'. A spring 2" acts between one end or the bore 2I2 and the piston'2l3 for holding the latter normally at the left-hand end or the bore. The piston I92 is provided with an annular groove 2I8 in its periphery and a radial passage 2I9 connecting the groove 2I8 'incommunication with the bore 2I2. A conduit 220': is connected by a port 22I in the cylinder member I90 [is] in communication with the bore I9 I at a'point to communicate with the groove 2 I 8 when the piston I92 is in any of its various positions, and pressure fluid is supplied from the receiver to the conduit 220 under the control of apilot valve. The piston rod 2M is provided with a member 223 to which suitable regulatingmeans for an engine may be connected.

The operation oi this form of regulating means is as follows: As the receiver pressure increases and finally moves the diaphragm I96 to the right forcing the piston I92 with it against the action of the spring 204, the pistonf2l3 moves with the piston I92 in a direction to "cause an actuation of the fluid regulating means connected to the rod 2M so as to slow down the driving engine. When the shoulder 2 I ll is moved into engagement with the annular member 228, further movement 'of the piston I92 by the diaphragm ltlfiwill be prevented. The engine will then operate at a reduced speed until the receiver pressure increases to the point at which the pilot valve opens and supplies fluid through the conduit-220 tothe annular groove 2I8- in thepiston I92. Pressure fluid supplied to this groove flows through the radial passage 2 I 9 to the bore 2 I2 at the left-hand end of the piston 2I3 where it acts on the piston and causes the latter to move tothe right within the bore 2I2 against the actionof the spring 2I'I and effect a slowing down of the engineto' an idling speed. Equalization of pressure at the right of piston 2I3 with that at the left, due to leakage, is prevented by reason of the existence of adequate space for leakage around the rod-2 I4.

In Fig. 12, there is shown another modification of the invention in which a block 230 is provided with parallel bores 23I and 232 containing pistons 233 and 234. The piston'233 is provided with a piston rod 236 having stepped portions 231 and 238, the portion 238 extending through an opening in an annular member 239 which is threadedly received in an annular member 240 threaded into the right-hand end of 'thebore 23I. A spring 242 acts between the annular member 240 and the piston 233 for holding the latter normally'at the left-hand'end of the b'ore 23I. The shoulder formed at the juncture of the steppedportions 231 and 238 is 'engageable with the annular member 239 for limiting movement a :11, v .31 Beqei n n essu e i supplie qz t mwv l um eh a c ndu ,45 bs sa esman. u 2i here. 23. here it ts m i i fi ll m F -Q tomve h e/ a er to e fl hw aiast h astion ts n l smr e. ut 6n izthel ism 9 1. 1 ivefiafl ice neqt d' 24530 E i opa eont' rolleyer 241 whiglijs pivotally connected bgtw eerri ts ends toa coutr ol rod 2418. The pislson 235 15 qargv ided. with a pistonrod ZSILwh'ich extegds t hrougha plug 251 closing th right-hand QIQQXOI' the pore 232 and is connected at its outer .veljd to'alink g3 whicl 'is 'pivotally connected at :5 t'qthe e; fen'd orjuil lev r 241; A spring 2 5 ac e e piston'flfl and'flie plug 2'5l fgf urg r ig'" tire pistdirf2'3l towardj the' left l and end of th e'b'or "232. A cofiduifi 258, co'nim unic'a' ces witl f'tlpe fieftghfs ii eii'd of thfej "li 'r zaz ana is aidagiqed to lie connected in comi li ication with a verpr es sure act ng continuously on U 53, direction to restrict iurtllie'r pera'ti ng "fluid Ito the dr n enl si a 1 i.- an. imp e QI. men spine s n m nii 55 act t pr ssu e esmn re d9- vatyliu he s eed b the (59551 In ea heca e q control e e nt i fi t e s b z i 1; ibee ressu v r p i s evic s v f q rleiieci x r lat n o ma R612 ach v driven" compress Letters Pate it s 1. 'A "speed regula iix z me r a l esupl 9 :Qf pressure res o vefld Zzke d'irectio said cqn ifi elementagainst he jaction prsa a; id-m'g'ixheafi said y ieldi ng means pro vidi er tire resista n' responsive de ce I I w g "oneof said pressure rflespons ive "djeyice sl ,conjtiriuous'ly to "for 0 ubJi ng ip'ith if fi aid pressu r pon x2e devices to compressor jdisch arge prjessure predetermined maximum'pres'sure is' eache 2. A i speed regulating mechanism for a motor driyenicompre'ssor comprising, in combination,

5 ,lriean s including is pivoted conprolflever foirfigusaut stas s?! e fiw l snsdi f e eiiglinelas Y e Pr s re n s hr u h ai s srfliii is s ye ev o. 5 9w w th 2 3??? $9 n filliewwq wh wh epre ure meshe a edee minal max m m v eran e., nd is sfii e ss y" n th s re u e r?- Whi e t ere; re li i a ali e iomspee al- "1y; described -several forms which the inyer pio'n ma o ssume p act ce t v:. 11-,: e lu slers oqd thats hes ricms. o lilt'hee wmwr s ewfu on Bur:-

s mustr'ai qnrand i hs sfi e i-nrent nmai' be modified and en'ibodied in various other forms means for v sub pA L'A sp'ee'd dr ven. 0 ini r sSm.

.la'titi': .the supply of "operatingfluid to themotor,

a 'ip1urali'gy of ofluiddpressur'e re'sponsive devices supported" to act" in like direction, under the actioirof fluid pressure thereon, [and pivotally connected to] upon said control 'lver at points spaced jlohgitudi ia'lly d1 'tli'e latter' but at the Seine side 'of the p o'p the'reo'i, means for subje'iiting 7 one of said pressure responsive devices co'ntinuously fto compressor discharge pressure,

and means' forsupjectiug anot'h'er of said pressure responsive de'yiqes to' compressor discharge pressure when} lpredepermined maxifmum pressure is reached; A eed latirlg mechanism; 'for a, "motor 'driven cdmpi'e's r mpr'is "n in: "combination,

means incl'udi g" 'ajco1n'trol"1ev er forregulatin'g the'{ poly of operatlughuid'tothemotor; a support; member p ivot allyj supporting said control plurality; or res u e ,:responsive dev ces tpiv'otally c 'cq pezjzjtedvtoll for va cting' uponsai'd control 'lever at,poiiits s acedloi 'gitudinally of thela'tter,

n! ne 50 aidh e fit isppnsiyed evices continuously to ,icofmpr'essoi {discharge jpi es'sure' -.'aI ,1d means "forfsubje'ctihg aiiiqftherel offsaid .essure-responsive dezyijces' to nres ie' when a predetermineq'u maxi n um ipr sure i reached.

regu'latiug mechamfimQfc ,a. motor H L CQlIlPIlSiIig. in, coirib ipation, means ,,irrcludi ng ,\a control lever. rfor regulating the supply of operating fluid to the motolfl; a sup- ,port Ir ember pivotally suppoitjrig..,sa)id control leue igatlone end of, the,-1atter',,.m;ea1is IorIQs'up- D91fi1g said me pergro lir nijtedlliqdil ynmovmez t in a direcj lionstrari syerselyof said control l ver. ma 'i cn' yieldabl y resisting the swingin as 0f Sa d EY 1; pne direction ,about said upp r .memb a Pressure, responsive said Lie-yer at points-spaced longitudinally she and ,th'e ret floifswil g irigsaidlev'er against theeacition ors l .v e l insm ans mes s f r s i'm ic ,oiq si Pressu e sr m ive e cesi onl inu usly to compressor discharge. pressure 13 a predetermined maximum pressure is reached.

5. A speed regulating mechanism for a motor driven compressor comprising, in combination, means including a control lever for regulating the supply of operating fluid to the motor, a support member pivotally supporting said control lever at one end of the latter, means for supporting said member for limited bodily movement in a direction transversely of said control lever, means for yieldingly urging said control lever in a direction to increase the supply of operating fluid to the motor, a pair of pressure responsive devices [pivotally connected to] for acting upon said lever at points spaced longitudinally thereof different distances from said support member and operative n the supply of pressure fluid thereto for swinging said control lever against the action of said yielding means, means for limiting the swinging of said control lever by said pressure responsive devices, means for subjecting one of said pressure responsive devices continuously to compressor discharge pressure, and means for subjecting the other of said pressure responsive devices to compressor discharge pressure when a predetermined maximum pressure is reached.

6. A speed regulating mechanism for a motor driven compressor comprising, in combination, means including a control lever for regulating the supply of operating fluid to the motor, a support member pivotally supporting said control lever at one end of the latter, means for supporting said member for limited bodily movement in a direction transversely of said control lever, means for yieldingly urging said control lever in a direction to increase the supply of operating fluid to the motor, a pair of pressure responsive devices [pivotally connected to] for acting upon said lever at points spaced longitudinally thereof different distances from said support member and operative on the supply of pressure fluid thereto for swinging said control lever against the action of said yielding means, means for limiting the swinging of said control lever by said pressure responsive devices, means for subjecting the one of said pressure responsive device nearer to said support member continuously to compressor discharge pressure, and means for subjecting the other of said pressure responsive devices to compressor discharge pressure when a predetermined maximum pressure is reached.

7. A speed regulating mechanism for a motor driven compressor comprising, in combination, means including a control lever for regulating the supply of operating fluid to the motor, a support member pivotally supporting said control lever at one end of the latter, means for supporting said member for limited bodily movement in a direction transversely of said control lever, means for yieldingly urging said control lever in a direction to increase the supply of operating fluid to the motor, a pair of pressure responsive devices [pivotally connected to] for acting upon said lever at points spaced longitudinally thereof different distances from said support member and operative on the supply of pressure fluid thereto for swinging said control lever against the action of said yielding means, means for subjecting the one of said pressure responsive devices nearer to said support member continuously to compressor discharge pressure, adjustable means for limiting the swinging of said lever by said pressure responsive device, means for subjectingthe'other of said pressure responsive devices to compressor discharge pressure after the limit of swing of said lever by said first mentioned pressure responsive device has been reached.

8. A speed regulating mechanism for a motor driven compressor comprising, in combination, a control lever for regulating the supply of operating fluid to the motor, a support member pivotally supporting said :control lever at one end of the latter, means for supporting said support member for limited bodily movement in a direction transversely of said lever, yieldable means operatively connected to said lever at a point adjacent its other end for urging said lever in a direction to increase the supply of operating fluid to the motor, a pair of pressure responsive devices operatively connected to said lever between said support member and said yieldable means and at points spaced different distances from said Support member, said pressure responsive devices operative to swing said lever in a direction to reduce the supply of operating fluid to the motor, means for subjecting one of said pressure responsive devices continuously to compressor discharge pressure, means for subjecting the other of said pressure responsive devices to compressor discharge pressure after a predetermined maximum pressure is reached, and adjustable means for limiting the swinging of said lever by each of said pressure responsive devices.

9. A speed regulating mechanism for a motor driven compressor comprising, in combination, a control lever for regulating the supply of operating fluid to the motor, a support member pivotally supporting said control lever at one end of the latter,means for supporting said support member for limited bodily movement in a direction transversely of said lever, yieldable means operatively connected to said lever at a point adjacent its other end for urging said lever in a direotion to increase the supply of operating fluid to the motor, a pair of pressure responsive devices operatively connected to said lever betweensaid support member and said yieldable means and at points spaced different distances from said support member, said pressure responsive devices operative to swing said lever in a direction to reduce the supply of operating fluid to the motor, means for subjecting the one of said pressure responsive devices operatz'cely connected to said lever at the point nearer said support member continuously to compressor discharge pressure, adjustable means for limiting the swinging of said lever by said pressure responsive device, and means for subjecting the other of said pressure responsive devices to compressor discharge pressure after the swing of the lever by said first pressure responsive device has been limited by said adjustable means.

10. A speed regulating mechanism for a motor driven compressor comprising, in combination, a control lever for regulating the supply of operating fluid to the motor, a support member pivotally supporting said control lever at one end of the latter, means for supporting said support member for limited bodily movement in a direction transversely of said lever, a pair of pressure responsive devices operatively connected to said lever at points spaced longitudinally thereof difierent distances from said support member and operative by pressure fluid for swinging said lever in a direction to reduce the supply of operating fluid to the motor, means for subjecting the one of said pressure responsive idevices operatively connected to the lever at the point nearer said support member continuously to compressor dis-q charge pressure. adjustable .means, for limiting theswing. of said .lever by said pressure responsive device, means for subjecting :theother'of said pressure responsive devices to.;compressor discharge pressure after such compressor discharge pressure has increased to,a.rva1ue.;.above that at, which movement .ofsaidlever bythe first of said pressure responsive devicesis limited;

11. A speed regulating. mechanism, for an engine driven compressor comprisinen. income bination, a control lever, means operatively con.- nectingsaidlever at oneend to fuelregulating means. for the engine, av pair of pressure-responsive. devices [pivotally], operatively connected. to said. lever at. points spaced longitudinal? 1y thereof different distances from said connect? ing means, said. pressure responsive devices having surfaces to be subjected .to. compressor discharge pressure jtogefiect. lever movement .and saidsurfaces facing in the same,direction,..m.ans for subjecting the. .one of said pressure responsive devices connected .to said lever. nearer said. con: necting means continuouslyto compressor discharge pressure, and means for subiectingithe otherof said pressure responsivedevices .tocompressor discharge. pressure when: a predetermined maximurnpressure is reached.

12.v A. speed regulating mechanismrforanengine driven compressor comprising, in combinatioma control lever, means operatively connecting said lever ,at. one end to fuelregulating meansfor the engine, a pair of pressure responsive devices [pivotally] operatively connected .to said lever .at points,spacedlon itudinally thereof diflferent dis: tances from. said connecting .means and each operative by pressure fluid supplied. thereto :to swingsaidnlever about its [pivotal] connection totheother, in, a directionto effect a reduction offuel supply to the engine, meansfor. subjecting the one. of said, pressure responsive. devices connected to said lever nearersaid connectin means continuously to compressor discharge pressure, and means forsubjectingtheother of said. pressure responsive devices to. compressor discharge pressure when. a. predetermined maximumepressure is reached.

13.. A speed regulatingmechanism for. an. engine driven compressor comprising, in: combinatioma control lever, meansv operatively connecting said lever at. one end .to fuel. regulating. means for. the engine, a. pair of pressure, responsive devices [pivotallyloperatively connected .to said levenat points. spacedrlongitudinally thereof different, dis.- tances. from. said connecting means and, each per tive y pressure fluid suppli d h ret o swingsaid lever about, its .[pivotal] connection to the other in a, direction. to efiect ,a reduction; of fuel supply to the engine, means for limiting the operation; of; th;e one of said Pressure responsive devices. connected to saldlever nearer said connecting means by the pressure fluid. supplied thereto,- means for subjecting said last mentioned. pressure responsive device continuously to compressor discharge pressure, and -means for subjecting the other of said pressure responsive devices to compressor discharge pressure after such compressor discharge pressure has increased to a value above that at which operation of-the first mentioned pressure responsive device is limited.

14. A speed regulating mechanism for an:engine driven compressor comprising, in combination, a control lever, means operatively-connecting said lever at one end to fuel regulating means forv the engine,- a. pairof pressure responsive devices [pivotally] operatively; connected to said lever at pointsspacedlongitudinally thereof different distances from said-connecting means and each operativeyby; pressurefiuid supplied thereto to swing said; 1ever;about itslpivotall connection to the;0ther.in;.a; direction toeffect a reduction of fuel supply; to.the. eng ine, adjustable means for limiting; the.,ope ation in. each direction of the one,,of 'said-..pressure responsive devices connected to said levernearersaid connecting means, means for; subjecting said, last mentioned pressure vresponsive.devicecontinuously to compressor discharge pressure, m.eans ,for subjecting the other ofsaid pressure.responsivedeyices to compressor discharge. pressure, aftersuchcompressor discharge ..pressure.,has. increased to a value above thatiat which;m.ovement ofythe first pressure responsive. devicebythcfluid supplied thereto is limited,-..andadjustable. means for limiting. the operationof.saidotherpressure responsive device by the .pressure. fluid supplied thereto.

15. Aspeedregulating.mechanismfor an engine drivemcompressor:comprising, .in.combination, a control lever; means. operatively. connecting. said leversat apoint :between; .its,.ends to fuel regulating means for the engine, a pair of pressure responsive. devices [pivotallv] .operatioely connected-.tosaid lever at. points.spacedlongitudinallythereof. and; atoppositesides. of said connecting means,.means for subiectingone of said pressure responsive. devices continuously to compressor dischargeipressure and means for subjecting the other of saidpressure responsive devices to compressor dischargepressure .when. a. predetermined maximum. pressuregis reached;

16...A..speed regulating..mechanism for an. enginedriven compressorv comprising, in combination,,. a. control. lever, means operatively connectingsaid lever at apoint between itsends tofuel regulating meansior-theengine, apair of pres,- sure..responsive. devices [pivotally] operatively connected. ,to. saidrleverx. at points spaced. longitudinally. thereof. .and vat... opposite sides of said connectingrmeans. and each operative by. pres.- sure. fluidsuppliedthereto.. to swing said lever about. its-.pivotahconnection.to the. other in a direction -.to.effectzazreduction of fuel supply to the, engine,; ,means..for.subjecting one .of said pressure responsive'devices continuously to cornpressor discharge .;pressure, and ,means. for subjecting the other of said pressure responsivedee vices to compressor discharge pressure when a predetermined maximum pressure is reached.

1=7., A. speed regulating mechanism for an engine drivenpompressor comprising, in combination, a control; lever; means .operatively connecting said lever-at a- Ip0i nt between its ends to fuel regulating means for-.theengine, a pair of pressure responsive devices [pivotally] operatiuely connectedqto said. lever at points spaced longitudina'lly thereof and at opposite sides of said.- connecting means and each operative by pressure fluldisupplied thereto to swing said lever about its pivotal connection to the other in a direction to eflect a reduction of fuel supply to-the engine, means for subjecting one of. said pressure responsive devices-continuously to compressor discharge; pressure, means for limiting the operation ofthis pressure responsive device by pressure fluid, and means for subjecting the other of said pressure responsive devices to compressor discharge pressure after such compressor discharge pressure has increased-to e, value above that at which operation-of thefirst pressure responsive deviceislimitede 18. In a speed regulating mechanism for an engine driven compressor in which throughout the range of loaded operating speeds a speed responsive governor variably controls the speed of a compressor as the force opposed to the action of the driving engine governor is varied, in combination, a control element movable to vary the force opposed to the action of the governor to cause the latter to exercise a variable speed control, and means for moving said control element in a direction to reduce the force opposed to the action of the governor and to permit the latter to reduce the operating speed of the compressor including a plurality of pressure responsive devices each movable by the action of fluid pressure thereon to effect movement of said control element in said direction, means for subjecting one of said devices continuously to compressor discharge pressure, and means for subjecting another of said pressure responsive devices to compressor discharge pressure only when a predetermined maximum pressure is reached.

19. In a speed regulating mechanism for a motor driven compressor, in combination, means including [a control] an element movable to re ulate the supply of operating fluid to the compressor driving motor, a plurality of pressure responsive devices each movable under fluid pres sure to alter the position of said [control] element to effect slowing down of said engine, means for subjecting one of said pressure responsive devices continuously to compressor discharge pressure, means for subjecting another of said pressure responsive devices to compressor discharge pressure when a predetermined maximum pressure is reached, a member [pivotally] operatively connected to said [control] element to move the latter and upon which said pressure responsive devices act at different points, a speed responsive device having yielding means for opposing its operation in response to speed increases, and means operated by said [member] element for varying the action of said [last mentioned] yielding means, whereb the movements of said element effect a regulation of the speed of the compressor driving" motor.

20. In a speed regulating mechanism for a motor driven compressor, in combination, a pressure responsive device constantly subjected to compressor discharge pressure during normal operation of the motor driven compressor and movable freely in accordance with compressor discharge pressure variations to vary the motor speed between a maximum speed desired for pumping operation and a minimum speed desired for pumping operation, said pressure responsive device including a pivoted lever having a motor speed controlling connection. at a, point spaced from its pivot, resilient means acting on said lever for resisting motion thereof in a direction to reduce motor speed and imposing on said lever a resistance to movement such as to provide a progressive reduction in motor speed as compressor discharge pressure increases, and a pressure responsive element subjected on one side thereof continuously to compressor discharge pressure and cooperating with said lever at a point between the pivot of said lever and said point spaced from said pivot, a seconddevice movable by fluid pressure to reduce the motor speed to a value suited to idling operation, and means for delivering compressor discharge pressure to said second pressure responsive device to effect such slowing down only upon a predetermined rise in compressor discharge pressure above the value at which said minimum speed desired for pumping is imposed on the motor.

21. A speed regulating mechanism for an engine driven compressor comprising, in combination, a control lever, means operatively connecting said lever at one end to fuel regulating means for the engine, a pair of pressure responsive devices operatively connected to said lever at points spaced longitudinally thereof different distances from said connecting means, one of said pressure responsive devices having its connection with said lever constituting a pivotal support for the latter, means for subjecting the one of said pressure responsive devices connected to said lever nearer said connecting means continuously to compressor discharge pressure, and means for subjecting the other of said pressure responsive devices to compressor discharge pressure when a predete mined maximum pressure is reached.

22. In a speed regulating mechanism for a motor driven compressor, in combination, a pressure responsive device constantly subjected to compressor discharge pressure during normal operation of the motor driven compressor and movable freely in accordance with compressor discharge pressure variations to vary the motor speed between a maximum speed desired for pumping operation and a minimum speed desired for pumping operation, said pressure responsive device including a pivoted lever swingable to efiect motor speed variation, resilient means acting on said lever for resisting motion thereof in a direction to reduce motor speed and imposing on said lever a resistance to movement such as to provide a progressive reduction in motor speed as compressor discharge pressure increases and a pressure responsive element subyected on one side thereof continuously to compressor discharge pressure and cooperating with said lever at a point spaced from said pivot, a second device movable by fluid pressure to reduce the motor speed to a value suited to idling operation, said second device cooperating with said lever at a point thereon further than said first mentioned point from said pivot but at the same side of said pivot as said first mentioned point, and means for delivering compressor discharge pressure to said second pressure responsive device to cheat such slowing down only upon a predetermined rise in compressor discharge pressure above the value at which said minimum speed desired for pumping is imposed on the motor.

WADE! I-I. WINEMAN.

REFERENCES CITED The following references are of record in th file of this patent or the original patent:

UNITED STATES PATENTS Number Name Date 1,812,057 Neale June 30, 1931 2,171,285 Baker Aug. 29, 1939 2,212,631 Baker Aug, 27, 1940 2,221,855 Bartholomew Nov. 19, 1940 2,255,095 Baker Sept. 9, 1941 

